Stoker.



N. E. GEE.

STOKER.

APPLICATION FILED JULY 31, 190B.

Patented Dec. 23, 1913.

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WITNES N. E. GEE.

STOKER.

APPLICATION FILED JULY31, 1908.

' Patented Dec. 23, 1913.

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STOKER.

APPLICATION FILED JULY 31, 1908.

Patented fies. 23, 19%.

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Patented Dec. 23, 1913.

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N. E. GEE.

STOKBR. APPLICATION FILED JULY 31 1908.

Patented Dec. 23, 1913.

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APPLICATION FILED JULY 31, 1908.

N. E. GEE.

STOKER.

Patented Dec. 23, 1913.

13 SHEETS-SHEET 6.

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STOKBR.

APPLICATION FILED JULY 31, 1908.

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STOKEE. APPLICATION FILED JULY 31 1908.

1,082,419. Patented Dec.23,1913.

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STOKER.

AI PLIGATION FILED JULY 31,1908.

Patented Dec. 23, 1913.

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STOKER.

. APPLICATION FILED JULY 31, 1908 Patented Dec. 23, 1913.

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STOKER.

APPLICATION FILED JULY 31, 1908,

Patented Dec. 23, 1913.

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STOKER.

APPLICATION FILED JULY 31v 1908.

Patented Dec; 23, 1913.

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STOKEIM APPLICATION FILED JULY 31, mos.

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NORMAN GEE, OF ALTOONA, PENNSYLVANIA.

STOKER.

Specification of Letters Patent.

Patented Dec. 23, 1913.

Application filed July 31, 1908. Serial No. 446,291.

To all whom it may concern:

Be it known that I, NORMAN E. GEE, a citizen of the United States,residing at Altoona, in the county of Blair and State of Pennsylvania,have invented certain new and useful Improvements in Stokers', of whichthe following is a specification.

This invention confemplates certain new and useful improvements inmechanical stokers, and relates more particularly to that type ofapparatus which, is specially adapted for use in connection with modernlocomotives with wide fire boxes.

Locomotive designers have been forced to provide 12 rger boilers withmore heating surface and in consequence more grate area. The length ofthe fire box was first in creased until it became almost beyond humanendurance for firemen to keep locomotives hot on heavy grades with longtrains. An' increase in tonnage meant more power from the locomotive andmore grate area, a harder forcing of fires and more coal to be handledby the fireman until at present the size of the grate -is such that somemechanical means is necessary to do the work heretofore accomplishedonly by the strongest and most skilled fireman.

The first object to be attained with automatic stoking of locomotives isto get the" fuel from the fuel supply in the tender to the stoker on thelocomotive, while the sec- 0nd object to be attained is the properdistribution of this fuel over the surface of the grate in thelocomotive fire box.

It has been observed by locomotive firemen, that locomotives, whenworking'on heavy grades and pulling long trains, will burn their firesunevenly over the surface of the grate, the same type and class oflocomotive while working under the same conditions will likewise show adifferent depth of fire on the surface of its grate and probablfy atpoints the fire will be cut through, and it is the primary object ofthis invention to provide an apparatus that will take the coalfrom thecoal supply and place it on the surface of the grate at the will of theoperator, whereby an ample and constant supply of fuel, may always bemaintained at any point on the grate in order to attain the most perfectcombustion and maintain a high and uniform steam pressure in thelocomotive boiler.

One of the distinctive objects of the present invention is to provide ageneral and ing position in the cab.

practical structural improvement in the type of stoker disclosed in myformer Patent No.

847,174, dated March .12, 1907, and particu-,

ner to the carrying out of the above stated object of a stoker occupyinga non-interfer- A further object is to provide a simple and efiicientmeans for recerving the fuel from the feeding apparatus and deliveringthe same to the distributing apparatus or stoking mechanism proper, andfurther to so arrange the feeding apparatus, the stoking mechanism, andthe apparatus for transferring the fuel from the former to the latter,that they operate synchronously, successively, and in time with eachother, all being controlled from a single point by the operator.

A further object-is toprovide an oscillating distributing head and meansfor automatically reversing the movement of the same.

Another object is to provide an adjustable hood or deflector for thedelivery end of said distributing head, whereby the fuel may be guidedas it is delivered.

A further object is to provide means for utilizing the slack coal aswell as the lumps, and also to reduce to a minimum the amount of coldair that enters the fire box above the grate and thereby protect thefluesheets from cracking, and, furthermore, to profrom a point beneath themote complete combustion through the synchronous action of thecontrolling valve and deflector plate, all of whichprovide means wherebyan even and high pressure can be carried in locomo ive boilers, thusreducing the strains that arise in boilers from changes .ward theconveyer attachment.

.tender, showing the available space in the lo comotive cab above thedeck plate after the stoker is put in place. Fig. 3 is an enlarged topplan view of the stoking mechanism proper. Fig. 4 is aside elevationthereof. Figs. 5 and 6 ar longitudinal sectional views of Figs. 3 and 4,respectively. Fig. 7 is an enlarged cross sectional view on the line 77of Fig. 5 looking backward. Fig. 8 is an enlarged cross sectional viewon the line 8-8 of Fig. 5. Fig. 9 is a cross sectional view on the line99 of Fig. 5, showing the main steam inlet into the stoker. Fig. 10 is across sectional View on the line 10 l0 of Fig. 5, showing one of themain exhaust ports together with the support for the rear of the stoker,the valve and bushing removed. Fig. 11 is a front elevation of thestoker proper showing the stoking plunger in position together with thereversing mechanism for the distributing chute, a part of the reversingmechanism being shown in section, this section being taken on the line1l1l of Fig. 5. Fig. 12 is a sectional end view of the rack and gears ofthe reversing mechanism showing the driving rod in position. Fig. 13 isa cross sectional view on the line 13-13 of Fig. 5. Fig. 14 is a View ofthe rear end of the coal conveyer showing the method of operating theright hand and left hand helicoid screw conveyers. Fig. 15 is aplan viewof the mechanism shown in Fig. 14. Fig. 16 is a sectional view of thecoal conveyer showing one of the helicoid conveyers in position. Fig. 17is a top plan view of the fuel hopper attached to the front end of thecoal conveyer. Fig. 18 is a sectional view taken on the line l818 ofFig.

v 17. Fig. 19 is a sectional view of the hoper taken on the line 1919 ofFig. 17. Fig. 20 is a sectional view of the hopper taken on the line18-18 looking back to- Fig. 21 is an enlarged vertical longitudinalsectional view of the fuel elevating mechanism on the same lin ofsection as in Fig. 2 and showing the elevating head 65 lowered. Fig. 22is a similar sectional view of the elevating mechanism on the line 2222of Fig. 21. Fig. 23 is a view illustrating the controlling valve. Fig.24 is a front end view thereof. Fig. 25 is a section on line A-A, Fig.23. Fig. 26 is a section on line B-'-B, Fig. 23.

27 is a section on line C-C, Fig. 28 is a section on line DD, Fig. 29 isa section on line E-E, Fig. 30 is a section on line FF, Fig. 31 is asection on line GG, Fig. 32 is a section on line HH, Fig. 23. 33 is asection on line II, Fig. Fig. 34 is a section on line JJ, Fig. 23. Fig.35 is a top plan view of the stoking mechanism proper showing thearrangement of parts when the fuel distributing mechanism is operated bythe fireman and not automatic as illustrated in Fig. 3 Fig. 36 is a sideelevation of the stoking mechanism shown in Fig. 85. Fig. 37 is a topplan view of the coal crusher which is attached to the rear of theconveyer. Fig. 38 is an end elevation of the crusher shown in Fig. 37.Fig. 39 is a detail view of the ratchet operating connections with themain valve, the line of section being at the oint 3939 on Fig. 5.

Referring to the rawings, 4O designates the cab of a locomotive, and 41the tender thereof, both being'illustrated in dotted lines. The fire box43 is provided with a fire door opening 44 which serves the fireman inmaking the fire, and as a means of hand firing should the latter becomenecessary or desirable; and also as a means of access to the grates forany purpose. The boiler and other fittings are those usual with anystandard locomotive.

The fuel conveyer is located under the false deck plates of thelocomotive and tender and comprises a trough 45 preferably provided withtwo compartments 46, 46 in each of which is located a helicoid conveyer47 mounted in suitable bearings 48, said Fig. Fi at. Fig. Fig. Fig.

Fig.

conveyers being rotated by suitable mechanism to be hereinafterdescribed. The forward or discharge end of the trough 45 is fitted to anapproximately hemispherical hopper 49 which engages a correspondingsocket 5O suspended from the deck of the cab, whereby a universal jointis provided which allows for any relative vertical or lateral movementbetween the cab and the tender. The rear or receiving end of the trough45 is provided with a coal crusher which is operated from the mainconveyer operating shaft. This part of the mechanism will be fullydescribed later. The rear of the conveyer is provided with a rest orsupport 51 slidingly mounted upon the tender plate 52 under the shield53 arranged within the tender beneath the fuel and pro vided with afeedopening 54.

The stoking mechanism proper comprises a fuel chute 55 supported fromthe deck plate by a suitable standard 56. This standard is preferably oftubular form to constitute a plunger guide, as will hereinafter appear.Attached to said casing is the cylinder 57 of a reciprocating engineprovided with the usual steam inlets 58, 59, the piston meagre 60 ofsaid engine being connected, by means of a rod 61, with the stoking head62 arranged to reciprocate within the chute 55. The said chute 55 isprovided with guides 63 engaged by said stoking head, whereby he latteris prevented from rotating during its reciprocations, also to facilitatethe passage of the stoking plunger over the delivery or face of thefeeding mechanism. It will be observed that the chute 55 is sli htlyinclined to bring the discharge end 64 in proper position with relationto the fire box, also as a means of lowering the rear of the stoker tofacilitate hand firing, should it become necessary.

The fuel is delivered to the chute 55 from the hopper 49 by means of anelevating head 65 mounted to reciprocate with a sleeve or guide 66, thelower end of the latter being mounted within a depending extension 67 ofthe socket 50. The upper end of the sleeve or guide 66 is adapted topass through the standard 56, the head 65 serving as a closure for thebottom feed opening 68 in chute 55 when said chute has received a chargeof fuel. The head 65 and its guides 66 are reciprocated by means of thepiston 69 of an engine 70, said piston bein connected to said head by arod 71 as s own. The engine is provided with the usual inlet pi es 72,73.

The uel delivered to the chute 55 is distributed by means of a rotarysleeve 74 mounted on the forward end of said chute, said sleeve beingprovided with an adjustable hood or deflector 75 ivotally supported at76. Said hood or deffector is controlled by means of a lever arm 77having rack teeth 78 in its upper edge held in normal engagement with alocking member 79 by means of a spring pressed pawl 80 engaging theunder side of said arm.

When it is desired to operate the hood or deflector, the operatorpresses down upon the handle portion 81 of lever 77 until the teeth 78are disengaged, whereupon said lever may be moved at will to vary theposition of the hood. As soon as the downward pressure is discontinued,the pawl 80 will assert itself and automatically lock the said lever 77and hood 75 in the new or adjusted position.

The sleeve 74 is provided with an exterior rack 81 adapted to bealternately engaged by pinions 82, 82, mounted in a pivotally supportedcarrier 83. A driving pinion 84 is secured to the valve shaft section85, the same meshing directly with pinion 82, and indirectly with pinion82, through an idler 86. The carrier is held with either of the pinions82, 82 in engagement with the rack 81 by means of a spring pressed pawl87 carried by a pawl-carrier 88 pivotally supported at 89, and engagingnotches 90, 90 in a locking member 91. Said notches are separated by araised or cam portion 92.

The pawl carrier 88 is provided with fingers 93, 93' adapted to projectrespectively into the paths of movement of pins 94:, 94, projecting fromthe outer face of the sleeve 74.

The valve shaft section 85 is normally coupled to the main valve shaft95 of the controlling or operating valve' 96 by means of the clutch 97.When desired, said shafts may be uncoupled through the medium of asuitable clutch lever 98 within convenient reach of the operator. Bythis arrangement, the oscillation of the sleeve 74 may be arrested atany point by merely disconnecting the clutch, whereupon the entirecharge in chute 55 may be directed to any one point in the fire box. Theclutch therefore becomes a selector device by means of which theoperator may select any point to be fed and concentrate the deliveryupon that point. The clutch lever 98 has associated therewith a suitableform of locking latch and notched locking segment 98, 98 respectively,which provide for locking the clutch either in its open or closedposition. The shaft 95 receives its rotation through the medium of aratchet lever 99 provided with a spring pressed pawl 100 engagingratchet teeth 101 on said shaft. Said lever 99 is oscillated by reasonof its connection with the links 102 of an engine or motor 103.

To the free end of the lever 99 is connected,one end of a swiveled link104, the other end thereof being connected to a crank arm 105 carried bya rock shaft 105 provided with a second crank arm 106. Said crank arm isin turn connected by means of suitable links 107 with ratchet levers 108having spring pressed pawls 109 engaging ratchet wheels 110 secured tothe shafts of conveyers 4E7.

The coal crusher attached to the rear of the conveyor shown in Fig. 37,and desig nated as a whole by the numeral 110 consists of a movable head110", a stationary spring seated head 110, suitable operating levers 110attached to the driving shaft 105 of the coal conveyer, and connectinglinks 110 that transmit the motion from the operating shaft to thecrushing head. The driving engine operating through the arm 105 Which isattached to the conveyer operating shaft at the forward end, oscillatesthe links 110 at each reciprocation of the engine. This oscillationgives the movable crusher head a lateral to and fro movement across theconveyer, thus not only crushing the coal, but at the same time giving acon stant feed.

The stoking, and elevating or feeding engines are automaticallysuccessively and synchronously controlled from the single controlling oroperating valve indicated as a whole by the numeral 90 operating in thevalve chamber 96. Said valve comprises a casing provided with ports 112,113 receiv ing live steam from the locomotive boiler; an outlet port 114communicating with passage 58; exhaustports 115, 116, communicating withpipe 59; steam port 117 communicating with pipe 73; exhaust'ports 118,119, communicating with pipe 72'; exhaust ports 120, 121, communicatingwith passage 58*; steam port 122 leading to passage 59; steam port 123leading to pipe 72, and exhaust ports 124, 125 communicating with pipe73. The various ports are arranged at intervals around said casing andare controlled by a bushing 126 provided with a series of ports arrangedin a longitudinally extended straight line and adapted to register withthe various valve ports in sequence.

The operating valve is of the rotary type, circular in section andcomprises asource of steam and exhaust ports arranged at intervalsthroughout its length. The valve also comprises means for conveying livesteam through the exhaust steam passages as indicated by the opening 111which is shown cored through the exhaust openings 111", through thebridges 111, thus connecting the live steam cavities 111 in the valve,

with each other and with the live steam pressure of the locomotiveboiler. The steam f1 om the locomotive bridge p1pe 111 is conveyedthrough pipe 111 down to the rear of the stoker and enters the valvechamber at opening 111 shown in Fig. 9. Steam from the locomotive bridgepipe is also conveyed to the driving engine 103 through the branch pipe111. The steam entering the valve through the chamber fills all the livesteam cavities therein and is ready to be released at the first downwardstroke of the driving engine. Steam being admitted to engine or motor103 through the branch pipe 111, the engine is made to reciprocate, thussetting the conveyers 47 in operation byvirtue of the spring pressedpawl 109, engaging the teeth 110, which are cut on the conveyer shaftextension which is supported in bearing 48.

It will be noted that the ratchets 109, 109 are reversely arranged,thereby providing for the turning of both conveyers toward the center ofthe double trough 45, thus preventin the fuel from spilling over theedges of sai trough and also avoiding the clogging of the feed. Thereciprocation of the engine 103 moves the'helicoid conveyersalternately, causing fuel to be discharged into the hopper 49 fromwhence it is elevated by head and delivered into the chute 55. In thisconnection it should be observed that the ratchet means for transmittingmotion to the main conveyer or conveyers provides for a regular butintermittent movement of the latter, whereby the fuel received from thecombined crushing and feeding device is not only evenly and regularlyadvanced to- 65 ward the locomotive firebox in such measis avoided andincrements or charges of fuel may be delivered b the elevating meansinto the receiving 0 amber or chute from whence the increments orcharges are expelled into the fire box by an intermittentlyactingdischarging deviceor piston, all of which instrumentalities aresynchronized so as to properly operate in time and are controllable fromand operated by the same prime operating means.

Assuming that the engine 103 is operating and coal has been placed inthe hopper 49, in the manner explained, and that the steam port 123 inthe valve 96 is. open through pipe 7 2 to the bottom of piston 69 inc'ylinder70. The piston will be forced up communicating its motionthrough the rod 71 to the feeding plunger 65 which will pass up throughthe coal deposited in the hopper 49 and remove a quantity or incrementof the same and deliver it to the chute55 to be forced into the fire boxof the locomotive by the stoking head 62. When steam is admitted throughpipe 72 to the bottom of cylinder the exhaust steam from the top of thepiston passes out the pipe 73, back into the valve 96 at ports 124, andout at port 125 through the cored passage 125*, which communicates withthe main, exhaust 125 which leads into the fire box of the locomotive.The feeding plunger having delivered its charge or increment of fuel tothe chute 55, the rotation of the valve 96 through 30 by a downwardstroke of the driving engine 103, will bring port 114 of the valve inopen communication through the valve bushing with passage 58 which leadsto the rear of the stroking cylinder 60. This piston then rushes orwarddriving the stoking plunger 62 over the top of the feeding plunger 65and taking the increment of fuel there held through the distributingsleeve 7 4 into the fire box of the locomotive, which stoking operationis assisted by the sweeping effect of the steam jet issuing through thepassage or port 125. When'port 114 is open for live steam to the rear ofpiston 60 the exhaust steam in front of the piston passes out of thecylinder synchronously at passage 59 which leads to the valve and entersat port 116 and leaves at port 115, enters the passage which leads tothe main exhaust 125 which is extended into the fire box. The coalhaving been delivered to the fire box of the locomotive, the next stepis to retract the feeding plunger for the purpose of obtaining morefuel. The rotation of the valve 30 by another downward stroke of thedriving engine will bring port 117 in the valve 96 in direct communication with pipe 73 which leads direct-ly to the top-of'the feedingcylinder piston 69, thus forcing the piston down with the plunger 65 andits shield 66. When steam. is admitted to the top of the piston thesteam previously admitted below the piston to drive the same upwardlydelivering. the coal, is synchronously exhausted back through the pipe 72 to the valve 96 at port 118, out of the valve at port 119 through acored passage to the main exhaust which leads into the fire box. Thisfeeding plunger 65 now being down at its initial position and coveredwith fuel, the stoking head 62 -must be next retracted. The continuedrotation of the valve brings steam port 122 in direct line for livesteam admission from the boiler through the passage 59 at the front ofthe stoking piston 60, which moves back, uncovering the opening 69,through which fuel is forced to chute 55.

When port 122 is open for live steam from the boiler the exhaust steamat the rear of the piston is conveyed back synchronously through passage58, to the port 120 in the valve, enters the valve and leaves for themain exhaust through port 121 from whence it is conveyed to the firebox. Another downward stroke of the driving engine 103 will bring port123 in line with pipe 72 and live steam will enter the feeding cylinderfrom below and the plunger will be forced up, placing coal in chute 55in front of the stoking head 62. The operations are continued in themanner and order described as long as the driving engine is in operationand the steampressure from the boiler is in direct communication withthe inside of valve 96. In theserepeated operations it will have beenobserved from the foregoing description that by reason of the particulararrangement of the crushing device and the horizontal movement thereofbeneath the gravity discharge passage in the bottom of the tender, thereciprocating member of the crusher necessarily performsboth thefunctions of crushing and feeding, andeconstitutes a gate or partial atebelow the gravity discharge passage in the, tender. As stated, thishorizontally moving crushing device is a part of the conveyingmechanism, being operated from the same line of operating connections,but timed therewith to provide for maintaining a constant supply of fuelinto the receiving end of the conveyer trough or chute. At thisreceiving end of the conveyer trough or chute, the conveyer is continuedbeneath the crusher or crushing piston, so that the receiving end of theconveyer itself necessarily gives the fuel its preliminary forwardmovement in the chute or trough away from the crusher and feeder, whilethe main portion of the conveyer in advance of the crushing deviceforward the whence it is delivered by increments or separate chargesinto the receiving chamber of {)he stoking device to be expelled intothe fire At the time the fuel is being discharged the sleeve 74 is beingoscillated in the manner heretofore described. The discharge end 64ofsaid sleeve serving to direct the fuel laterally as well as centrallyaccording to the stage of ,the oscillation of said sleeve. The directionof discharge is further controlled by means of the hood or deflector 75which may be manipulated at the will of the fireman or the operator.Should it become necessary to concentrate the entire charge of fuel inone place in the fire box, the shaft is unclutched from shaft 95,whereupon sleeve 74 will remain stationary, and the fuel will thereuponbe delivered to the point selected, and the automatic action will beresumed as soon as the shafts areconnected throu h'the medium of theclutch.

I c aim:

1. In an apparatus for supplying fuel to a locomotive firebox, incombination with the locomotive fire box and the tender having a gravitydischarge passage, a stoking device including means for forcing the fuelinto the fire box, and a fuel handling system in cluding a combinedcrushing and feeding device arranged at-said discharge passage, anadvancing conveyer arranged in position to receive the fuel from saidcrushing and feeding device and comprising means for advancing it towardthe fire box in a substantially divided state, and means fortransferring separate charges of fuel from the advancing conveyer to thesaid stoking device, said means pting timed in operation to themovements 0 I {the advancing conveyer and of the stoking device.

2. In an apparatus for supplying fuel to a locomotive fire box, thecombination with the cab and deck kjplate, and a tender provided with agravity discharge passage, of a stoking device'disposed above the deckplate and including means for forcing the fuel over the fire, and afuel-handling sys tem disposed below both the deck plate and the tender,and including a combined crushing and feeding device arranged andoperating at said gravity discharge passage, a conveyer operatedsynchronously with said device and extending forwardly therefrom, andmeans, operating in time with thestoking device and conveyor, fortransferring separate charges of fuel from the latter to the stokingdevice.

3. In an apparatus for supplying fuel to a locomotive fire box, thecombination of a tender provided with a discharge passage, a stokingchute, intermittently-acting discharging means for forcibly expellingseparate charges of fuel from the chute over the 55 fuel to the frontend of the' chute from lfire, and a fuel feeding mechanism arrangedbelow the chute and receiving the fuel from the discharge passage of thetender, said mechanism including means for intermittently introducingseparate charges of fuel into the stoking chute in synchronism with theoperation of the said discharging means.

4. In an apparatus for supplying fuel to a locomotive fire box, incombination with a locomotive cab and its deck plate, and the tenderprovided with a gravity discharge passage, a stoking device disposedabove the deck plate and including intermittently-acting means fordischarging the fuel over the fire into the fire box, and a fuelhandling system including a combined crushing and feeding deviceoperating across and beneath the discharge passage of the tender, anintermittently operating main conveyer receiving the fuel from saidcrushing and feeding device, and comprising means for advancing the fuelin a substantially divided state and having operating connections withsaid device, and intermittentlyacting fuel elevating means arranged toelevate separate charges of fuel from the main conveyer through the deckplate and to de liver the same into said stoking device in synchronousoperation with said intermittently-acting discharging means thereof.

5. In a mechanical stoker, a stoking chute, a stoking head mounted toreciprocate therein, and a fuel feeding mechanism arranged below thechute and comprising means for introducing fuel at the bottom thereofand into the path of movement of the stoking head in advance of theforward movement of the latter.

6. In a mechanical stoker, a stoking chute, a stoking head mountedtoreciprocate therein, an elevating head for supplying fuel to saidchute from a point below the same, separate engines for operating saidheads, and a valve mechanism comprising means for automaticallyeflecting an alternate operation of said engines to lift the elevatinghead in advance of the forward movement of the stoking head.

7. In a mechanical stoker, a stoking chute, a stoking head mounted toreciprocate therein, an elevating head for supplying fuel to said chutefrom a point below the same, engines for operating said heads, a valvemechanism controlling both of said engines and provided with means foreffecting an alternate operation of said engines to lift the elevatinghead in advance of the forward stroke of the stoking head and means forintermittently operating said valve mechanism.

I 8. In a mechanical stoker, a stoking chute, a stoking head mounted toreciprocate therein, an elevating head for supplying fuel to said chutefrom a point below the same, said elevating head forming a closure forsaid stoking chute, and means for operating said heads in time to liftthe elevating head in advance of the forward movement of the stokinghead.

9. A locomotive stoker comprising a stoking chute, a stoking headworking in the chute, a conveyer, a crusher arranged at the receivingend of the conveyer, a combined hopper and universal joint located atand forming the discharge end of the conveyer, and a fuel elevatoroperating through the hopper and arranged to lift the fuel into thechute at the under side thereof.

10. In a mechanical stoker, the combination with a locomotive cab andtender, of a stoking chute, a conveyer adapted to span the space betweenthe locomotive cab and tender and provided at its discharging end withan enlargement forming a rounded hopper, a hollow support incommunication with the chute and having a rounded member in which isloosely seated said hoppento form a universal joint at this point, andmeans for automatically elevating fuel from said hopper and through saidsupport into said chute.

11. A mechanical stoker comprising a fuel feed mechanism, an elevatingmechanism, a stoking mechanism, a valve controlling said elevating andstoking mechanisms and a single motor for operating said valve, and saidfeed mechanism.

12. A mechanical stoker comprising a feed'mechanism, an elevatingmechanism, a stoking mechanism including a distributing device, a singlevalve controlling the operating of said elevating and stoking mechanism,and a single motor for operating said valve, said distributing device,and said feed mechanism.

13. A mechanical stoker comprising a feed mechanism, an elevatingmechanism, a

stoking .mechanism, a rotatable valve for controlling the operation ofsaid stoking and elevating mechanism, ratchet levers adapted to operatesaid valve and said feed mechanism, and a single motor for oscillatingsaid levers.

14. A mechanical stoker comprising a stoking mechanism including'achute, a distributing sleeve, a fuel feeding mechanism including anelevating device for lifting fuel into the chute, a shaft operating saidsleeve, a common controlling valve having a releasable connection withsaid shaft and comprising means for controlling both the stoking andfuel elevating means, a single motor for operating both said shaft andthe fuel feed mechanism.

15. In a locomotive stoker, a stoking chute, an oscillating dischargesleeve swiveled thereon, a manually controlled hood or deflector mountedon said sleeve at the discharging end thereof, an adjustable fasteningdevice for securing the hood or deflect-or geared with said sleeve, adevice for reversing the direction of movement of said sleeve, and meansfor automatically actuating said device by the movement of the sleeve.

16. In a mechanical stoker, a stoking chute, a discharge sleeve swiveledthereto, and provided with a toothed rack, apower shaft, forward andreverse pinions geared to said shaft, and automatic means foralternately throwing said pinions into mesh with said rack.

17. In a mechanical stoker, a stoking chute, a discharge sleeve swiveledthereto and provided with a toothed rack, a power shaft, a framepivotally mounted on said shaft, forward and reverse pinions carried bysaid frame and meshing with said shaft, a spring ressed pawl holdingsaid frame normally rom movement, and means for automatically movingsaid pawl to shift said frame, whereby said pinions are alternatelythrown intomesh with said rack.

18. In a mechanical stoker, a stoking chute, a discharge sleeve swiveledthereto and provided with a toothed rack, a power shaft, a framepivotally mounted on said shaft, forward and reverse pinions carried bysaid frame and meshing with said shaft, a spring pressed pawl holdingsaid frame from movement, said pawl belng provided with diverging arms,and means carried by said sleeve for alternately engaging one or the,other of said arms, whereby said frame is rocked to bring said forwardand reverse pinions alternately into engagement with said rack.

19. In a mechanical stoker, a stoking chute, a discharge sleeve swiveledthereto, a power shaft geared with said sleeve, means for intermittentlyrotating said shaft, a motion reversing device for the sleeve, and meansfor actuating said device from the sleeve.

20. In a mechanical stoker, a stoking mechanism provided wit-h adistributer, a valve controlling said stoking mechanism, means forautomatically and simultaneously operating said valve and saiddistributer, and means for disconnecting said distributer whereby thesame is brought to rest during the continued operation of said valve.

21. In a mechanical stoker,stoking mechanism including a stoking chute,a distributing sleeve mounted on one end of the chute, a valvecontrolling said stoking mechanism, an operating shaft for said valve, ashaft section normally connected with said shaft, a reversing deviceassociated with said shaft section, and means for automaticallyactuating the reversing device from the sleeve.

22. In a mechanical stoker, stoking mechanism including a stoking chute,a distributing sleeve mounted thereon, a valve controlling said stokingmechanism, an operating shaft for said valve, a shaft section foroperating said sleeve normally connected with said shaft, and means fordisconnecting said shaft section from said shaft.

In testimony whereof I hereunto affix my signature in the presence oftwo witnesses.

NORMAN E. GEE.

Witnesses:

ROBERT CRAINE, KATE M. BROWN.

